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Abstract:

An anti-fall device for a two-wheeled vehicle intended to prevent the
vehicle and the rider thereof from falling when the camber angle reaches
the limiting angle corresponding to the limit of grip of the tires, for a
given circular trajectory and a given coefficient of grip, while enabling
this limiting angle to be measured.

Claims:

1. An anti-fall device for a two-wheeled vehicle fitted with tires, the
centre of gravity of the vehicle moving around a circular trajectory of
centre O and radius R at a speed V, the midplane of the vehicle,
containing the centre of gravity, forming a camber angle with the
vertical plane tangential to the trajectory, the camber angle increasing
with the speed V of the vehicle and being variable between a zero angle
and a limiting angle (Clim) beyond which the transverse grip of the
tires is lost, causing the vehicle to fall, the anti-fall device being
attached laterally to the inside of the vehicle in relation to the
trajectory, limiting the camber angle (C), when the speed V increases, to
a maximum angle (Cmax) strictly greater than the limiting angle
(Clim), wherein the anti-fall device includes a safety wheel of
centre, the midplane of which intersects the midplane of the vehicle
along a straight line located above the ground and forming an angle that
differs from the maximum angle (Cmax) by up to 5.degree., means for
adjusting the maximum angle (Cmax) and linking means between the
safety wheel and the vehicle.

2. The anti-fall device for a two-wheeled vehicle according to claim 1,
wherein the maximum angle (Cmax) is at least 10.degree. and at most
60.degree..

3. The anti-fall device for a two-wheeled vehicle according to claim 1,
wherein the centre of the safety wheel is positioned at a distance from
the midplane of the vehicle, such that the centre of the safety wheel
describes a circular trajectory, the centre of which is coaxial to the
centre of the circular trajectory of the centre of gravity of the
vehicle, and the radius of which is not greater than the radius of the
circular trajectory of the centre of gravity of the vehicle.

4. The anti-fall device for a two-wheeled vehicle according to claim 1,
wherein the centre of the safety wheel is positioned substantially in the
vertical plane passing through the centre of gravity of the vehicle and
perpendicular to the midplane of the vehicle.

5. The anti-fall device for a two-wheeled vehicle according to claim 1,
wherein the straight line that is the intersection between the
substantially horizontal ground and the midplane of the safety wheel in
contact with the ground forms an angle of opening of between 0.degree.
and 5.degree. with the straight line that is the intersection between the
midplane of the vehicle and the substantially horizontal ground.

6. The anti-fall device for a two-wheeled vehicle according to claim 1,
wherein the adjustment means are configured to form a discrete number of
maximum angle (Cmax) values within the range [10.degree.,
60.degree.].

7. The anti-fall device for a two-wheeled vehicle according to claim 1,
wherein the adjustment means are configured to form any maximum angle
(Cmax) value within the range [10.degree., 60.degree.].

8. The anti-fall device for a two-wheeled vehicle according to claim 1,
wherein the adjustment means are positioned between the safety wheel and
the linking means.

9. The anti-fall device for a two-wheeled vehicle according to claim 1,
wherein the adjustment means are attached detachably to the safety wheel
and to the linking means.

10. The anti-fall device for a two-wheeled vehicle according to claim 1,
wherein the adjustment means are adjustable in a fixed direction, in
order to obtain a given maximum angle (γmax) within the range
[10.degree., 60.degree.].

11. The anti-fall device for a two-wheeled vehicle according to claim 1,
wherein the linking means include a non-deformable tubular structure.

12. The anti-fall device for a two-wheeled vehicle according to claim 1,
wherein the linking means include a non-deformable metal tubular
structure.

13. A two-wheeled vehicle fitted with an anti-fall device according to
claim 1.

14. The anti-fall device for a two-wheeled vehicle according to claim 1,
wherein the maximum angle (Cmax) is at least 20.degree. and at most
45.degree..

15. The anti-fall device for a two-wheeled vehicle according to claim 12,
wherein the non-deformable metal tubular structure is aluminum.

Description:

[0001] The invention relates to an anti-fall device for a two-wheeled
vehicle.

[0002] Although not limited to this application, the invention shall be
specifically described in relation to an anti-fall device for a
two-wheeled vehicle such as a bicycle.

[0003] Developing and finalizing a tire, in particular for a two-wheeled
vehicle, requires tests to be performed on the vehicle. The tests
performed include tire grip tests, in particular on wet ground, and these
tests are extremely important for determining the safety performance of
the tire. A commonly used grip test is a transverse grip test of a
two-wheeled vehicle moving around a circular trajectory at a given speed,
on wet ground. This test simulates the behaviour of a tire when the
vehicle is negotiating a bend and, in particular, the transverse gripping
capacity thereof, i.e. the grip in a direction perpendicular to the
trajectory of the vehicle. Document WO2009147235 describes a method for
estimating the transverse grip of a pair of tires by comparative
analysis.

[0004] It is known that a vehicle of mass M, the centre of gravity of
which is moving around a circular trajectory of radius R, at a speed V,
is subjected to a centrifugal force F=M*V2/R, which tends to push
the vehicle off the trajectory thereof. For the vehicle to remain on the
trajectory thereof, the interface between the tires and the ground needs
to generate a centripetal force balancing the centrifugal force. This
centripetal force is generated by the grip of the tires with the ground,
which then develops a transverse friction force FY applied to the
tire. The transverse friction force FY, which is the result of the
friction forces applied to the two tires of the two-wheeled vehicle,
depends on the vertical load FZ applied by the vehicle to the
ground, the ground condition and the tire material in contact with the
ground. Therefore, f is defined as f=FY/FZ. To enable the
vehicle to follow the desired trajectory at the desired speed, f must not
exceed the coefficient of grip available at the tire/ground interface,
also known as the coefficient of friction.

[0005] It is also known that a two-wheeled vehicle, the centre of gravity
of which is moving around a circular trajectory of radius R, at a given
speed V, forms an angle C with the vertical plane tangential to the
trajectory, oriented towards the inside of the trajectory, known as the
camber angle. More specifically, the camber angle is the angle formed by
the midplane of the vehicle, i.e. the plane of symmetry of the structure
of the vehicle containing the centre of gravity of the vehicle, with the
vertical plane tangential to the trajectory. The tangent of the camber
angle C is proportional to the centrifugal force, i.e. to the result of
the gripping forces on the tires FY, and satisfies the equation
tan(C)=V2/Rg, where g is gravitational acceleration. Thus, for a
given circular trajectory of radius R and a given coefficient of grip,
when the speed V increases, the camber angle C increases up to a limiting
angle, which corresponds to the limit of grip, beyond which the tires
slide on the ground, causing the vehicle and the rider thereof to fall.

[0006] The limiting angle for a given circular trajectory and a given
coefficient of grip is difficult to determine with a conventional
two-wheeled vehicle, because it is difficult for the rider to hold this
limiting angle, long enough for it to be measured, without falling.

[0007] The inventors intend to prevent the two-wheeled vehicle and the
rider thereof from falling when the camber angle reaches the limiting
angle corresponding to the limit of grip of the tires, for a given
circular trajectory and a given coefficient of grip, while enabling this
limiting angle to be measured.

[0008] This objective is achieved, according to the invention, by an
anti-fall device for a two-wheeled vehicle fitted with tires, the centre
of gravity G of the vehicle moving around a circular trajectory of centre
O and radius R at a speed V, the midplane of the vehicle, containing the
centre of gravity G, forming a camber angle with the vertical plane
tangential to the trajectory, the camber angle increasing with the speed
V and being variable between a zero angle and a limiting angle beyond
which the transverse grip of the tires is lost, causing the vehicle to
fall,

the anti-fall device being attached laterally to the inside of the
vehicle in relation to the trajectory, limiting the camber angle, when
the speed V increases, to a maximum angle strictly greater than the
limiting angle, the anti-fall device including a safety wheel, the
midplane of which intersects the midplane of the vehicle along a straight
line located above the ground and forming an angle that differs from the
maximum angle by up to 5°, means for adjusting the maximum angle
and linking means between the safety wheel and the vehicle.

[0009] The following definitions shall apply in this document:

[0010] longitudinal direction: the direction tangential to the trajectory
at a point of the trajectory,

[0011] transverse direction: the direction perpendicular to the trajectory
at a point of the trajectory,

[0012] vertical direction: direction perpendicular to the plane defined by
the longitudinal and transverse directions,

[0013] vertical plane tangential to the trajectory: plane defined by the
longitudinal and vertical directions,

[0015] The anti-fall device according to the invention makes it possible
to achieve the limiting angle, beyond which there is a loss of tire grip,
without falling. As long as the camber angle of the vehicle is less than
the limiting angle, the moving tires grip the ground and the vehicle
moves along the trajectory thereof. When the limiting angle is reached,
the tires begin to slide and the camber angle increases very quickly. The
camber angle is then locked, by the anti-fall device, at a maximum angle
greater than the limiting angle, which both prevents the vehicle and the
rider thereof from falling and enables the vehicle to continue moving
along the trajectory thereof.

[0016] The principle of a maximum camber angle strictly greater than the
grip-limit angle makes it possible to measure this limiting angle during
a test, because this limiting angle falls within the range of permitted
camber angles. This principle of locking the camber angle after grip is
lost is not suitable for a conventional safety device, in which the
camber angle is intended to be locked before the grip limit is reached.

[0017] In practice, the maximum camber angle of the anti-fall device is
initially set to a predetermined value, which permits a maximum given
speed, as a function of the radius of the trajectory and of the
coefficient of grip of the ground. If the tires lose grip at a speed
lower than this maximum authorized speed, i.e. at a limiting angle less
than the predetermined maximum angle, the limiting angle and the
corresponding limiting speed may be determined with this maximum angle
setting. On the other hand, if grip is not lost at a speed less than the
maximum authorized speed, i.e. at a limiting angle less than the
predetermined maximum angle, the maximum angle needs to be set to a
higher value.

[0018] The anti-fall device is attached laterally to the inside of the
vehicle in relation to the trajectory, i.e. on the side towards which the
vehicle is inclined. Lateral attachment means that the anti-fall device
is substantially positioned on the axis of the centre of gravity of the
vehicle, i.e. neither level with the rear wheel nor level with the front
wheel, but between the two wheels.

[0019] The anti-fall device includes a safety wheel, the midplane of which
intersects the midplane of the vehicle along a straight line located
above the ground forming an angle that differs from the maximum angle by
up to 5°, means for adjusting the maximum angle and linking means
between the safety wheel and the vehicle.

[0020] The safety wheel is a simple, effective and cheap means of
performing the anti-fall function. As an auxiliary wheel, the safety
wheel has the advantage of enabling the vehicle to continue moving on
three wheels, having tipped towards the inside of the trajectory,
following the loss of tire grip. The fact that the safety wheel has a
midplane that intersects the midplane of the vehicle along a straight
line located above the ground forming an angle that differs from the
maximum angle by up to 5° means that the safety wheel comes into
contact with the ground in a substantially vertical direction.
Substantially vertical direction means an incline of the midplane of the
safety wheel of less than ±5° from the vertical. A
near-vertical contact of the safety wheel with the ground, i.e. with a
near-zero camber angle of the safety wheel, does not generate any
transverse force liable to disturb the trajectory of the vehicle and
enables the vehicle to continue the trajectory thereof without risk of
falling.

[0021] Means for adjusting the maximum angle make it possible to scan
through the range of maximum angles required to determine the limiting
angles and the limiting speeds in terms of grip on different types of dry
or wet road surfaces.

[0022] Linking means between the safety wheel and the vehicle make it
possible to rigidly connect the safety wheel to the vehicle, usually, but
not always, detachably. The linking means also have a structural
interface with the maximum-angle adjustment means.

[0023] Advantageously, the maximum angle is at least 10° and at
most 60°, and preferably at least 20° and at most
45°.

[0024] An adjustment range of the maximum angle between 10° and
60° makes it possible to determine the limiting angle and the
corresponding limiting speed, for different types of dry or wet road
surfaces of different granulometries for a wide range of ground
grip-coefficient values. Conventionally, tires are tested on asphalt or
bituminous road surfaces with relatively high coefficients of grip, for
example around 1.0, and polished-concrete road surfaces with relatively
low coefficients of grip, around 0.1 to 0.2. A preferential maximum-angle
adjustment range of between 20° and 45° makes it possible
to test the transverse grip of the tires on the most common road
surfaces, for speeds of between 0 and 40 km/h characteristic of a
two-wheeled vehicle such as a bicycle.

[0025] It is also advantageous that the centre of the safety wheel of an
anti-fall device be positioned at a distance from the midplane of the
vehicle such that the centre of the safety wheel describes a circular
trajectory, the centre of which is coaxial to the centre of the circular
trajectory of the centre of gravity of the vehicle, and the radius of
which is not greater than the radius of the circular trajectory of the
centre of gravity of the vehicle.

[0026] Such a positioning of the centre of the wheel in relation to the
midplane of the vehicle, in a transverse direction, ensures that the
projection of the centre of gravity of the vehicle is positioned between
the ground line of the midplane of the vehicle, passing substantially
through the ground contact points of the front and rear tires of the
vehicle, and the ground contact point of the safety wheel, which prevents
the vehicle-rider ensemble from tipping, by rotation about the
longitudinal direction, and therefore falling.

[0027] A safety wheel advantageously has an external diameter at least
equal to half the external diameter of the tires fitted to the
two-wheeled vehicle. This feature makes it possible to limit the distance
between the centre of the safety wheel and the midplane of the vehicle,
and therefore to reduce the transverse footprint of the anti-fall device
and to improve the handling capability of the vehicle fitted with such an
anti-fall device.

[0028] It is also advantageous that the centre of the safety wheel of an
anti-fall device be positioned substantially in the vertical plane
passing through the centre of gravity of the vehicle and perpendicular to
the midplane of the vehicle.

[0029] Centre of gravity of the vehicle means the centre of gravity of the
vehicle, with the rider thereof, when the vehicle is fitted with the
anti-fall device. Positioning the centre of the wheel in a vertical plane
passing through the centre of gravity of the vehicle and perpendicular to
the midplane of the vehicle makes it possible to maintain the
distribution of the vertical load of the vehicle-rider ensemble between
the front wheel and the rear wheel. Typically, 30% of the vertical load
is applied to the front wheel and 70% of the vertical load is applied to
the rear wheel. Maintaining the load distribution in this way prevents
the circular trajectory of the vehicle from being disturbed by yawing,
i.e. rotation about a vertical axis passing through the centre of gravity
of the vehicle when the safety wheel comes into contact with the ground.
It is not essential to position the centre of the wheel exactly in the
vertical plane defined above, which is in any case difficult to achieve
in practice on account of the variability of the position of the centre
of gravity of the rider. A position substantially in said vertical plane,
i.e. in the vicinity thereof, is acceptable.

[0030] The straight line that is the intersection between the
substantially horizontal ground and the midplane of the safety wheel in
contact with the ground forms a constant angle of opening of between
0° and 5° with the straight line that is the intersection
between the midplane of the vehicle and the substantially horizontal
ground.

[0031] The angle of opening means the angle between the two straight lines
that diverge in the direction of movement. The angle of opening enables
the vehicle to remain on the circular trajectory thereof after the safety
wheel has come into contact with the ground. As the circular trajectory
of the vehicle is maintained after the safety wheel has come into contact
with the ground, the rider need not make any correction of the trajectory
by moving the handlebars of the vehicle, which could destabilize the
vehicle and cause a fall. The constant angle of opening is selected as a
function of the radius of the circular trajectory, increasing as this
radius decreases. For the limiting case of an infinite radius,
corresponding to a straight-line trajectory, the angle of opening is
zero.

[0032] The means for adjusting the maximum camber angle can be designed to
offer a discrete number of maximum-angle values within the range
[10°, 60°]. In other words, not all of the angular values
between 10° and 60° can be obtained using the adjustment
means, only a finite number thereof. For example, the adjustment means
may enable the maximum angle to be adjusted in 2.5° increments.

[0033] A variant of the adjustment means advantageously enables any
maximum-angle value in the range [10°, 60°] to be obtained,
enabling a more precise adjustment of the anti-fall device.

[0034] The adjustment means are advantageously positioned between the
safety wheel and the linking means, and are also advantageously attached
detachably to the safety wheel and to the linking means. This positioning
of the adjustment means has the advantage of being simple, because it
enables adjustment to the interface with the safety wheel, for example by
adjusting the position of the centre of the wheel in relation to the
linking means. Furthermore, it facilitates the detachability of the
adjustment means: the wheel is simply removed to access the adjustment
means. The adjustment means may be positioned between the linking means
and the vehicle, but this a priori makes access to the adjustment means
more difficult.

[0035] An advantageous variant is having adjustment means adjustable in a
fixed direction, in order to obtain a given maximum angle within the
range [10°, 60°]. Unidirectional adjustment has the
advantage of being simple.

[0036] By way of example, adjusting means adjustable in a fixed direction
include a stop of triangular section, one face of which is attached to
the linking means and another face of which is attached to the safety
wheel. The movement of the attachment to the safety wheel, along the
relevant face of the triangle, makes it easy to scan through several
maximum-angle values, the attachment to the linking means remaining in
place.

[0037] The linking means advantageously include an non-deformable tubular
structure. Tubular structure means, for example, an assembly of tubes
arranged in twos to form a mesh, such as a three-tube tetrahedral
structure. Non-deformable structure means a structure susceptible to very
limited deformation under the stresses applied on account of the rigidity
thereof. It is known that a tubular structure provides the rigidity
required to be considered non-deformable, while guaranteeing a relatively
low structural mass.

[0038] A preferred tubular structure variant is an non-deformable metal
tubular structure, preferably made of aluminium. Indeed, aluminium has
the advantage of being a material that is easy to use, lightweight and
cheap. A tubular structure made of carbon could also be used on account
of the lightness and rigidity thereof, although it is less cheap than an
aluminium structure.

[0039] Linking means in the form of a tubular structure also have the
advantage of being configurable to satisfy ergonomic and safety
requirements.

[0040] With regard to ergonomics, the tubular structure can be arranged to
enable the rider's leg to pass between the vehicle and the safety wheel
and, where applicable, to enable the rider's foot to be stopped, for
example by attaching a footrest to the tubular structure.

[0041] With regard to safety, the tubular structure can be arranged to
protect the rider's foot and ankle on the side of the anti-fall device.
Indeed, when the tires lose grip and the vehicle tips to the maximum
angle, the rider will instinctively place his foot on the ground on the
side of the anti-fall device, hence the need to install protection means,
such as for example a net attached to the tubular structure enabling the
rider's foot to be held when the vehicle tips, thereby preventing the
rider's foot from being caught between the ground and the linking means.

[0042] The invention also relates to a two-wheeled vehicle fitted with an
anti-fall device as described above, and in particular a test bicycle.

[0043] The features and other advantages of the invention can be better
understood using FIGS. 1 to 3B attached.

[0044] FIGS. 1 to 3B are not shown to scale.

[0045] FIG. 1 shows a top view of a two-wheeled vehicle 1 with centre of
gravity G, moving around a circular trajectory of centre O and radius R
at a speed V tangential to the trajectory. An orthonormal frame with
longitudinal axis XX', transverse axis YY' and vertical axis ZZ' (not
shown as it is perpendicular to the plane XY) is defined on G. The
two-wheeled vehicle of mass M, M being the mass of the vehicle-rider
ensemble, is subject to the centrifugal force -FY=M*V2/R
applied to the centre of gravity G of the vehicle-rider ensemble and
balanced by the centripetal force FY. The vehicle-rider ensemble is
also subject to the vertical load FZ=Mg, where g is gravitational
acceleration, not shown as it is perpendicular to the plane XY.

[0046] FIG. 2A shows a two-wheeled vehicle 1 fitted with an anti-fall
device 2, the midplane of the vehicle P being tangential to the
trajectory, i.e. in the plane XZ. The anti-fall device 2 includes a
safety wheel 3 of centre G1, the midplane P1 of which
intersects the midplane P of the vehicle 1 along a straight line located
above the ground forming an angle that differs from the maximum angle
Cmax by up to 5°, means 4 for adjusting the maximum angle
Cmax and linking means 5 between the safety wheel 3 and the vehicle
1. The transverse friction force FY, resulting from the friction
forces on each of the tires, and the vertical load FZ caused by the
mass of the vehicle, fitted with the anti-fall device, and the rider,
said load exerted on the ground, are shown at the interface of the
vehicle with the ground.

[0047] FIG. 2B shows a two-wheeled vehicle 1 fitted with an anti-fall
device 2, after the grip limit has been reached. Once the ratio
f=FY/FZ has reached the coefficient of grip available at the
tire/ground interface for the limiting angle Clim, the camber angle
C continues to increase, on account of the sliding of the tires on the
ground, up to the maximum angle Cmax, to which the anti-fall device
is set to stop the incline of the vehicle and to prevent it falling. In
this arrangement, the vehicle continues to move on three wheels: the two
wheels of the vehicle and the safety wheel 3. The midplane P1 of the
safety wheel 3 of the anti-fall device 2 forms an angle a with the
midplane P of the vehicle 1 and, when the safety wheel 3 comes into
contact with the ground, it forms an angle b of less than 5° with
the vertical direction ZZ', i.e. the safety wheel 3 is positioned
substantially vertically in relation to the ground. The anti-fall device
2 also includes means 4 for adjusting the maximum angle Cmax and
linking means 5 between the safety wheel 3 and the vehicle 1.

[0048] FIG. 3A shows the two-wheeled vehicle 1 inclined at a camber angle
equal to the maximum angle Cmax, and therefore moving on the two
wheels of the vehicle 1 and on the safety wheel 3. The centre G1 of
the safety wheel 3 is positioned at a distance L from the midplane P of
the vehicle such that the centre G1 of the safety wheel 3 describes
a circular trajectory, the centre O1 of which is coaxial to the
centre O of the circular trajectory of the centre of gravity G of the
vehicle, and the radius R1 of which is not greater than the radius R
of the circular trajectory of the centre of gravity G of the vehicle 1.

[0049] FIG. 3B is a top view of the vehicle 1 inclined at a camber angle
equal to the maximum angle Cmax, and therefore moving on the two
wheels of the vehicle 1 and on the safety wheel 3. This figure shows that
the centre G1 of the safety wheel is positioned substantially in the
vertical plane YZ passing through the centre of gravity G of the vehicle
and perpendicular to the midplane P of the vehicle. Furthermore, this
figure shows the orientation of the midplane P1 of the safety wheel
3 in relation to the midplane P of the vehicle 1 in the plane XY: the
straight line D1, being the intersection between the substantially
horizontal ground and the midplane P1 of the safety wheel 3 in
contact with the ground, forms an angle of opening d of between 0°
and 5° with the straight line D, being the intersection between
the midplane P of the vehicle and the substantially horizontal ground,
enabling the vehicle to remain on the circular trajectory thereof after
the safety wheel has come into contact with the ground.

[0050] The invention is more specifically designed for a two-wheeled test
vehicle, such as a bicycle, the anti-fall device of which includes:

[0051] a safety wheel of diameter substantially equal to half the external
diameter of the tires tested,

[0052] means for adjusting the maximum angle in the form of a metal stop
positioned between the safety wheel and the linking means, enabling the
maximum angle to be adjusted between 20° and 45° at
2.5° increments,

[0053] linking means in the form of a tubular structure made of three
tubes forming a tetrahedron the top of which is connected to the safety
wheel and the base of which to the frame of the bicycle.

[0054] Furthermore, the arrangement of a conventional bicycle needs to be
adapted to ensure compatibility of the test vehicle with the anti-fall
device, as follows:

[0055] Removal of the pedal on the side of the anti-fall device to prevent
contact of the pedal with the ground at high camber angles, and to enable
installation of the tubular linking structure.

[0056] Locking the pedal on the side opposite the anti-fall device in
horizontal position.

[0057] Building a foot rest into the tubular linking structure.

[0058] Attaching a protective net to the tubular linking structure.

[0059] Motorizing the vehicle using an electric motor built into the rear
wheel and powered by a battery attached to the vehicle, to enable the
bicycle to be moved without pedalling.

[0060] System for measuring the spatial position of the vehicle at all
times, built into the bicycle.

[0061] Transverse grip tests were carried out using the test bicycle
described above, fitted with an anti-fall device according to the
invention and able to move at a maximum speed of up to approximately 40
km/h on a circular track of radius R=9 m and on different types of wet
road surface. The limiting angle Clim on wet bituminous ground
(rough ground) was measured at approximately 40° at a speed V of
35 km/h. The limiting angle Clim on wet polished concrete (smooth
ground) was measured between 25 and 30° at a speed of between 23
and 30 km/h.

[0062] The invention should not be understood to be limited to the
embodiments described above, but may be extended to other embodiments,
such as the following non-limiting examples:

[0063] an anti-fall device including linking means other than a tubular
mesh,

[0064] an anti-fall device with multidirectional adjustment means,

[0065] an anti-fall device in which the maximum locking angle Cmax is
continually adjustable during testing as a function of the grip
conditions encountered,

[0066] an anti-fall device designed for a two-wheeled vehicle such as a
motorcycle that can move at speeds greater than 40 km/h.